Steam-heating system.



E. H. GOLD. STEAM HEATING SYSTBI. nruonm: nun Jun: 10', 1910.

1,008,325. Patented Nov. 14,1911.

3 SHEETS-SHEET 1.

E. H. GOLD.

STEAK HEATING SYSTEM.

APPLIGATIO! rum) Jun 10. 1910.

1 ,008,325. Patented Nov. 14, 1911.

3 SHEETS-33321 2.

E H GOLD STEAM HEATING SYS'I'EH. .nrmcnm mum um; 10. 1910.

1 suns-mam 3.

Patented Nov. 14, 1911.

W, M4 17 Z5 EGBEBT H. GOLD, OF CHICAGO, ILLINOIS.

STEAM-HEATING SYSTEM.

Specification of Letters ratent.

Patented Nov. 14, 1911.

Application filed June 10, 1910. Serial No. 566,147.

To all whom it may concern.-

Be it known that I, Ecnnnr H. Gono, a citizen of the United States, residing at Chicago, in the county of Cook and State of lllinois, have invented certain new and useful Improvements in Steam-Heating Systems, of which the following is a specification.

My invention relates to a steam heating system, and has for its object to provide the certain new and useful improvements in steam heating syflems which will be hereinafter described and claimed.

The invention relates particularly to a car heating system employing as a radiating element a receptacle, vemel or conduit, the cro..\ sectional area of which is considerable in comparison with its other dimension, that is, in comparison with the dimension along the path of the steam, such a radiating e!c ment, for example, as the castiron extended surface. radiator commonly" used on some railway cars; and the principal object of the invention is to provide a certain novel arrangement of the inletand dixhargc pipes for such a radiator and certain nova-l and improved devices associated therewith. which will adapt such radiator to be used for the circulation of steam at low pressure. and particularly for the circulation of steam at atmospheric presnre.

Where ithas been attempted to employ a radiator of this sort in an atmospheric pressure system, for example, in a system in which a thermostat for controlli the inflow islocated in an open outlet, an following the usual practice, the inlet pipe is connected to one end of the radiator and the discharge pipe let out from the other end,

ty is experimced in completely freeing the radiator from air when the steam is turned on. Because of the low prmurc of steam their; is a tendilizy ofuthtfa to pocket; on therefore, ore a o a air has been driven out of the radiator a certain amount of steam escapes to the controller and actuats it to throtfle the supply. Once initiated, this condition continues because the outflow of steam keeps the thermostat warm and consequently the presure in the radiator at a point hardly above atmosphenc p esure. My present invention provides an 8.- t which will obviate this disadvantage, it practical to usestoamatatmosphencpresurewitharadiator of this sort, either by way of adapting existing installations to the atmospheric system of heating, which can be done, according to my invention, by a few comparatively simple changes in the apparatus. or by installation of new systems with radiators of this sort. A radiator of the sort above described may be aptly termed a drum radiator as distinguished from a radiating element consisting of a coil of pipes providing a passageway for the steam which is of relatively small cross sectional area in comparison to its length. It will be obvious, however, that the arrangements constituting my. invention may be advantageously used with radiators'somewhat different in form and construction from that shown herein.

.The system of my invention by preference employs a thermostat located in communication with a pipe which serves as a common discha conduit for the steam and water outflowmg from the radiator, which thermostat is designed. to control the inflow of steam to the radiator or radiating system in accordance with the thermostatic condition of the medium in the portion of the discharge pipe adjacent thercto. With this 11'!- -rangement in view it is a further objectof my invention to provide means for withdrawing the water of condensation from said common discharge pipe before the thermostat is reached so that such thermostat is subjected only to the influence of steam. By this arrangement the liability that the thermostat, under influence of commingled steam and water, will shut off or check the inflow of steam to the radiator before the radiator has been completely filled with steam and the air completely driven therefrom, is obviated.

The invention is illustrated in a perferred embodiment, which, of course, might be modified in many'respects that will be ob vious to those skilled in this art, without departure from my invemion, in the accomdrawings, wherein- Figure 1 is a perspective view of the system as a whole, shown as applied to the heating of a railway car, the flooring of the latter alone being shown. Fig. 2 is a longitudinal sectional view of a common form of thermostatic controller suitable for-a. sys= tom of the sort in question, and Figs. 3 and .4 are sectional views illustrating used in carrying utmy invention in the illustrated formjherfein shown and described. Like cha'izicte is '0 f 're'fel ence ihgliqzite like parts' in the several fig iresiof the gll 'yivin g's. ng 1 t l d ji-"Yingf A .d g' =it. me fidqtif";

leads to 3 2 kim gin .i nl pipe G which 'Llatls mma eof which will be fiat:

.iI th cro #:6591 4 ii ii P? h ng 1.]. t o .7 v1.0 11.51 m at P296 48, h my h h mn nsm dis ha tg Pips L, L, fifths tmwh re- Tb? we t ilwati n @lk t g in th mining D 1 99% tbmugh mm H 694 file liming w s E a an mbstn ed outflo un t up the xat. M54 32 p ps: H. s N w)! 1 fl relatively smg'llhcroes 01 t e 0 9; 126m. n2 fi st: A 9

irei ri 9%; mmw ugh o 5 to coin 'gnientbj 5 k c pe o, the oonkknsation. A a mink, m. th s Supposing tlie in flqnf ufstrain to the, nuliator to be continueqlby thgmaintengnw of: the inlet; valve driven m; the nuliaiul and the ra hator filled in steam without the of maintaining a sujlieient steam presum to cqmpel llge water of condensation to follow be adm tted from the. train pip c B into the fitting unit D. Port 13 IS clos'ml or eh nkby valve H when llurrmmtatQO is llle amc mun- 1: as the steam. It will be I25 5 mulerstmul that llu! water 0f eondensati rn t'rnm lmth radiating units l) and E, db;-

y gravity through the pipe II, It

ams, me As #29 mtmduqm ag stsam 14 in it, open position, all. ofthi: air will be 12 1 a mean:

will be seen that the water of con nsationis not trappedat any point in system, specifically is n t trapped at partition 25, but may f1 l'y escapet Traps are objection able in car heating systems because of the likelihood of their freezing in seier' weather. The proper operation of the system is, however, conditioned upon keeping the inlet valve of the thermostat open long enough and keeping it sufliciently wide open, to insure tlltCOlllPlQtQ expulsion of air from the radiator and the filling of the same with steam. The water of condensation flowing from the radiating unitsis likely, in the system as above described, to be relatively warm, since it does notflow through the whole length of the radiator, and moreover as its temperature is somewhat increased by the slight escape of steam through openings 26 and such small amount of steam as may escape through the pipe G before the radiator sections are completely filled with steam. From these circumstances itmay happen that the water of condensation, when it reaches the thermostat chamber, will be warm enough to actuate the same or partially close the inlet valve 14 so as to shut oil or throttle the inflow of steam to the radiator sections before the same are completely filled with steam. To obviate this difliculty, which it will be men is inherent in a systfim such as the one hltlaredsholwn, the fit- 'isinterposedinte isc arge pipe v v 'lii ch fitting discharges the water of condensation from the pipe, through its water discharge 29 before the water, or any appreciably amount of the same, reaches the thermostat chamber. The thermostat is, therefore, subjected only to the influence of the steam, and with the apparatus proprly constructed, steam will not reach the thermostat chamber in suflicient amoimtto materially afiect the thermostat until the radiating units have been completely filled.

As obvious modifications in the form, construction and arrangement of the various elements constituting my system will suggest themselves to those skilled in the steam heating art, I do not limit myself to these particulars except so far as the same are made s ific limitations on certain of the claims erein.

I claim:

1. In a steam heating system for railway cars, the combination w th a source of supply of steam, of radiating means compris mg a drum adap.ed to extend lengthwise of the car, a steam inlet pipe leading from the source of supply of steam to one end of said drum, an air and steam outlet pipe leading from the other end of said drum, a water discharge pipe leading from the center of the drum at the bottom, a common discharge pipe, a fitt ng which connects said putlet pipe and said water discharge pi with the common discharge pipe,'said fi ting g formed with a perforated partitron back of the point of connection of the steam and air outlet. pipe with said fitting, which partition is arranged so as to check this outflow of steam without trapping the water of condensation, and means for com trolling the flow of steam through the inlet pipe comprising a thermostatic member arran so as to be influenced by the medium disc arged from said common discharge P P 2. In a steam heating'system for railway cars, the combination with a source of supply of steam, of a radiator, a steam inlet pipe leading from the source of supply of steam to one end of said radiator. an air andsteam outlet pipe leading from the other end of the radiator, a water discharge pi leading from the center portion of the radi ator, a common discharge pipe, and a fitting which connects said outlet pipe and said water discharge pipe with the common discharge pipe, said fitting being formed -with a perforated partition back of the point of connection of the steam and air outlet pipe with said fitting, which partition is arran so as to check the outflow of steam without trapping the water of condensation.

3. In a steam heating system for railway cars, the combination with a source of supply of steam, of a radiator comprising a drum adapted to extend lengthwise of the car, a steam carrying pi communicating with saidsource of supp y and leading to said drum, an air and steam out-let pipe leading from a pointof said drum above the bottom thereof, means actuated by the steam flowing through said air and steam outlet pipe, for maintaining the steam in said drum at substantially atmospheric pressure, a water outlet pipe leading from the lower .portion of the drum between its ends and adapted to drain the drum, said water outlet. pipe having therein means for restrict ing the escape of steam therethrough while permitting the escape of water.

4. In a steam heating system for railway cars, the combination with a source of supply of steam, of a radiator comprising a drum adapted to extend lengthwise of the car, a steam inlet pipe communicating with said source of supply and leading to one end of said drum, an air and steam outlet pipe leading from the other end of said drum above the bottom thereof, a water outlet pipe leading from the lower portion of the drum between its ends adapted to drain the portions of the drum on both sides thereof and having therein a restriction to "estrict the escape of steam while permitti-ig the escape of water, a common 

